Considering that 1937 was about the height of that solar cycle for radio propagation and that the transmitter was right adjacent to salt water (a great reflector), it's certainly possible that these signals were heard in the US and elsewhere.

Have been trying to educate myself regarding Vee antennas and have found some discussion around the web that they can be significantly "directional" in certain configurations ie significantly better performance opposite the vertex.

Have been trying to educate myself regarding Vee antennas and have found some discussion around the web that they can be significantly "directional" in certain configurations ie significantly better performance opposite the vertex.

Ultimately wondering how the antenna being on a different plane (thats plane in the vertical/horizontal sense) when parked vs in flight, 10E being a tail dragger, would impact transmission possibilities. Haven't found that point discussed and maybe its irrelevant, dunno

I ran across an article from the December 1942 Electronics Magazine by Paul Holmes Chief Engineer of Stoddart Aircraft Radio Company.

According to Holmes the practical length of an Off Center Fed V includes the length of the fed line and from the feed point to the long end of the V. Holmes ignores the short end of the V Each leg scales 25.4 feet long on the Long illustration of the L10. The feed point appears to be at 5.25 feet from center as does the length of the feeder as applied at Miami. It comes to 35.5 feet. If the wire was in free space it would resonate at 6931kc. According to Holmes Nomograph featured in the article more like 6200kc. 6210 would be a good guess. The nice thing about the off center fed V is you can change it's resonate frequency by changing the feed point. A Mininec model of the antenna appears to be a short top loaded vertical. Most of the radiation is vertically polarized. The V acts much more as a capacity hat and does not radiate to a significant degree.Neff

Of course, we don't have complete records of every flight AE took in the Electra after the cockpit was re-configured to put her in charge of RDF. So the correct answer might be greater than zero. But in such test flights, I imagine they had other means of getting back home. My impression is that the first time she was dependent on RDF to "find a destination" was on the flight from Lae to Howland.

"Channel shifting was accomplished by means of a multi-gang switch to select crystals and tuned circuits for each channel. The switch was activated from a crank on a remote control head located in the cockpit, linked to the transmitter through a flexible tach-shaft resembling an automotive speedometer cable."

"The Model 20B receiver was a remote-control model, with tuning dial, band switch, volume control and other controls located in a Model 27A remote control head linked to the receiver by means of tach-shafts. The remote head was mounted in a center console below the instrument panel in NR16020; the receiver itself was mounted beneath the right seat in the cockpit."

I thought that some of these controls were at the navigator's station and then were moved to the cockpit after the first attempt. The transmitter was below the navigator's table (Ric Gillespie, 2 March 2009 Forum.)

OK, took a while, but I found the info I've been looking for. It's in a post from Ric Gillespie, 20 November 2014, Forum. I had thought that the frequency control switches were over on AE's side of the cockpit, but manifestly, that is not the case.

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